B737 Performance Package - 05 Feb 2013.pdf

Imp

1. PE

KEISENIAN IH 5

EIA AOS ELBE
BLS

4. Vs VS Vsrar.

5. Thus it
an be
seen that
Vigo stall
higher

than
earlier
stall

6. JET AIRWAYS €

BIT MINIMUM EQUIPMENT LIST &
DISPATCH DEVIATIONS PROCEDURES GUIDE

3, APPLICABILITY of MEL,

2

= f= far

11. Short-field performance enhancements

Short-field enhancements
technical summary

12. 737-900ER value changes
compared to the 737-800

737-900ER short-field performance
enhancements technical summary

Fright spoiler deflection 7

13. NI STABILISATION PRIOR TO SETTING T/O THRUST

14. DERATE vs ASSUMED TEMPERATURE

16. ‘Actual OAT 15°C

INEA

VI (AS /TAS
| vr dass TA

2 (IAS I TAS

‘Thrust at Vi (LB)
| Thrust at VR (LE)

Thrust at V2 (LB)

Engine-Out Takeoff Distance (t)
All-Engine Takeoff

~ Stop Distance (ft)
4 Segment Gradient (%

4 Segment Rate of Climb (fpm)

You tly at T =15

18. EGT MARGINS

19. NOISE AB.

¿NT AND THRUST REDUCTION

zum | com

20. NOISE ABATEMENT DEPARTURE PROCEDURE: NADPI
(Example BKK)

STANDARD JET AIRWAYS / JETLITE DEPARTURE.

SPECIAL (HIGH TERRAIN) JET AIRWAYS DEPARTURE
(e.g. Thoise)

22. MB DERATE

EEC ALTERNATE

23. ENGINE TAKEOFF RATINGS

‚rated engine th |

24. REJECTED TAKEOFF

25. Through 2003 Typical recent year

26. RTO overrun
accidents
prinicpally come
from the 2% of the
RTOs that are high
speed

Non-Engine*
79%

27. Takeoff “Stop” Margins

degraded stopping
performance

+ Contamin
+ Pilot technic.
+ System fal

32. Tight Crew Operations M

ADVISORY INFORMATION

Recommended Brake Schedule
Reference Brake En

33. 7-$00/CFMS6-7B24 nem tne Te

y € Drakes

737 Flight Crew Operations Manual

‘ADVISORY INFORMATION

35. ard

ADVISORY INFORMATION

Recommended Brake Cooling Schedule

PL2AZ 1D6-27370-86N-JPL(GN) ‘October

36. Geoene Performance tag

737 light Crew Operations Ma

ADVISORY INFORMATION
Recommended Brake Cooling Schedule

Adjusted Brake Energy Per Brake (Mion of Foot P

October 31,2011 D6-ITITORONIPLGN) POZAS

38. LANDING.

39. SPEED -BRAKES

u

Load on

wheels

topping forc

Bral
torque
brakes up
Braking
braking friction x load on t E imiting

42. Autobrake
Setting

yr

43. APPROXIMATE INCREASE IN FUEL CONSUMPTION DUE FLAPS / LANDING GEAR

45. RUNWAY CONDITION

Friction Drag Thrust

46. Acceleration with Slush/Standing Water

Friction Drag Thrust

Slush Dr:

Impingement Drag

AN

48. Runvay Contaminant vagos | necstemtananá

Des Snow or Wet Stow (A
Greater han 16" mm) depth ‘se hin on

Greater than 18° depts Dasein

Braking deceleration s

51. ENROUT

NGINE FAILURE

52. JRISATION

53. and obstacle

56. HIGH ALTITUDE OPERATIONS
Maximum Altitude

+ Highest altitude at which an airplane can be operated - Lowest of:

= Maximum certified altitude (Structural) - Determined during
certification and is usually set by the pressurization load limits
on the fuselage

= Thrust Limited Altitude (Thrust) = Altitude at which sufficient
thrust is available to provide a specific minimum rate of climb

Note: Depending on the thrust rating of the engines = Thrust
Limited altitude may be above or below the maneuver altitude
capability

— Buffet or Maneuver Limited Altitude (Aerodynamic) — Altitude

at which a specific maneuver margin exists prior to buffet onset

Typical Optimum ys. Maximum Altitude

Note: As ISA/+dey increases — Altitude capability is reduced.

40
pra sec (ta cot @ con)
Altude mo
vt me mara do (188 FMD)

57. High Altitude Maneuver dd
Examples: LNAV vs. HDG SEL 5

58. | Long Range Crue Masimum Operating Aude |

Know a8: Tho "sack sido ofthe
ower érog curve" er the region
rover command” SPEED STABILITY:

2
Zn

=

TE Lp nr re mas era)

59. MAX OPERATING ALTITUD : MEL SCENARIO

REVISION NO
DATE:

SYSTEM &
SEQUENCE
NUMBER

NUMBER INSTALLED

NUMBER REQUIRED FOR DISPATCH
27 - FLIGHT CONTR 4. REMARKS OR EXCEPTIONS

5) Leading Edge (M)(O) Indication lights on the forward panel and in
Slat Indications addition indication lights for one leading edge slat,
(-800) except for slats 3, 4, 5 and 6, on overhead annunciator

panel may be inoperative provided:
Normal operation is verified by the flight crew
before each takeoff and landi
Maximum speed is limited to
atbelow FL 200 ox
All remaining indications on the overhea
annunciator panel operate normally, and
Stall warning operation of both systems is
verified to operate normally.

60. a wrens 04:09:98

61. | Holding Airspeeds Not Available from the FMC

63. FUEL PO)

65. MAX FUEL QUANTITY

66. REDISPATCH

70. FUEL TANKERING

72. CFP DEST ALTN ICAO
CODE

(WR c)
[aca A macro [21%]
OL CFP DEST ALTN ICAO LA
CFP MIN FUEL REQD yb CODE

i e

| “a |
[ nenn AU pezon u 40)
| oma ba} scram LÉO)

74. [T & BALANCE

75. STABILIZER TRIM
FHRUST RATING -FLAPS 1

AIRPLANE GROSS We

82. COMPUTERISE

84. LMC ON MANUAL LOAD & TRIM SHEET.

86. LMC ON COMPUTERISED LOAD & TRIM SHE)

89. B737 NG FMC OPTIMISATION : WIND & TEMPERATURE.

‘Winds in the FMC

90. FMC Cruise Altitude Information - Preflight.

PERF INIT
17" 8:02 ‘FL I90.

38000:
eindex Kerr

FMC Cruise Altitude Information.

91. FMC Forecast Wind Entries:

92. FMC Step Climb

=
=

ACTUAL WIND
Displays computed or manually entered true wind for pre
A manual entry has priority. The data line ttle then chan
(estimated wind)

The displayed val asthe assumed true wind
making wind altitude trade computation:

Kann

T WIND

93. ACT ECON CRI
ES" Br 3x

Fuel at Destination with Step Climb Altitude (FUEL AT XXXX)
The computation assumes the step climb will occur at the STEP point, and the
value is prefixed by W/STEP.

Step To Altitude (STEP)
ed to enter step climb or step descent altitudes for erew evaluation

Blak when within 100 nm of top of descent or when RTA mode is activ

STEP POINT

somputed ETA at, and distr
ight

entry on STEP TO line

Wind (ACTUAL WIND or EST WIND)

das the assumed true wind atthe STEP TO altitude for making wind-altitude

94. ociated with flying the displa
speed/altitude s b or descent profile, as compared to the current

and maintaining present altitude t

Blank if no st

Cruise Climb

The cruise climb page displays data for a cruise climb to a new altitude.

MOD CRZ CLBis automatically displayed during cruise if a higher cruise altitude

is entered on the CRZ pa;
During VNAV operation, execution initiates a climb at climb thrust and cruise
target speed to the new altitud:
The VNAV climb mode is active until reaching the selected altitude. The n

then automatically changes back to cruise

woo crz cLB am
L350
780 2004.

<econ
<MAX RATE ENG our>
<MAX ANGLE ERASED

95. ‘Cruise Descent
eue esc page ig

204,507 15

FMC Descent

Dana

96. CON OPERATIONS

Step
limb

Optimum
Altitude Off optimum operations

97. Economy Speed Defined

ney per fight-hour

cy per pound) x 100

relative im
ared to fu

98. Climb speed (KIAS) © 2 Descent speed (KIAS)
Le 0

my speed is the speed
Which the fuel cost plus
cost from “A” to
minimized.

A fixed climb speed is
(does not change as fuel bus
off.

Headwind and vice versa.

ECON climb speed would

reduce for predieted TOC

{deviation higher than engine
at rated temperatures

At Best LUD speed, best angle
sb performance is

ed. At slightly higher

speed than Best L/D speed,

Economy speed is the speed at
hich the fel cost plus time cost
from +3” 10°C” is minimized
Speed changes as fuel burns of.
Speed accounts for wind and
temperature
ECON Cruise Mach number
Cruise Mac
from steady hendwind. ECON
ce Mach munber wil
ase for decreasing
temperature deviations.

Theoretically, at Min DRAG
speed, best endurance
performance is achieved. At
slightly higher speed than Min
DRAG speed, best rangi
performance (MRC or Cost
Index “0”) is achieved. FMC
generates laps up minimum

speed, which is
slightly different than theor
MIN DRAG speed for holding
for best endurance perfo

Economy speed is the speed
which the fuel cost plus

time cost from:

nized,

Inch
oper

A fixed descent speed is
change as

At Best LID speed, best
Glide performance is
hieved.

99. FUEL ECONOMY CARD:

JET AIRWAYS &

B737
FUEL ECON CARD

100. At Flight Despatch

xtra weight means 25 kg extra fuel
burn (every flight ho.

This ensures that CFP fuel uplift calculations are
realistic and no un-necessary fuel build-up take place.

“TOW than optimum (2
xtra fuel burn

101. Approx
Potential
Savings In USD

‘ound delays to plan start-up. Assuming
a savings of 2 minutes on engine start-up.

approximately
approximate)
Least Track Miles / Time to initial track, 1 NM is
app y 6 kg of fuel. Assuming savings of
10 track mile

To avoid repetitive brake appli
brake wear as per SOP.

102. Approx
Departure / Climb Potential

Savings In USD

luced Thrust vs Full thrustT
> 100 per engine per tak

After takeoff, clean up flaps ASAP

5 per RTOW min
Flap Retraction Height.

NADP2 (flap retraction at 800 ft AGL) leads to fuel
savings for approximately 20 kg per flight

with ATC for “High Speed Climb
instead of 250 KIAS restriction b

25 kg per fight.

Delete CLB 2 derated climb and revert to Climb 1.
Further, deletion of derated climb to full thrust climb
orted to if operationally required.

103. Approx
En Route / Cruise Potential
Savings In USD

dinate with ATC for direct routing, where
sible,

in ximately 6 kg of fuel. Assuming
savings of 10 track miles

Always fly at CFP advisory Cl / Mach number unless
requirements call for deviation. Increase of Mach
number by .01 from Econ spes

Request STEP cruise during long flights whenever
possible, One level lower or one level higher than
‘optimum altitude increases the fuel burn by

ase in total fuel How during cruise
mately 45kg/hr for engine anti-ice ON
<9/hr for engine and wing anti-ice ON

104. scent, unless higher speeds are required to
id losing landing sequence due other traffic, Judick

in from advsory Cost Index, approximately 40
hs maintaining traf

high speed descent

ary, hold around FL250 in clean configuration)
for least fuel burn. Fuel Burn with Flaps Down / Gear
Up appx. 50 kg/min. Fuel Burn with Flaps Down

Gear Down appx. 60 kg/min. Assuming 1 minute
ving for Flaps down maneuvering

Judicious selection of runway, subject to wind to
minimise airtime, 1 minute extra in Air is appx. USD
50. 1 minute on ground is appx. USD 12.
Assuming by judicious selection of runway saved 5
minutes of airtime but increased 10 minute of ground
time.

Approx
Potential
Savings In USD

105. Approx
Potential
Savings In USD

5 kg, flaps 40 appx. 13 kg

suming Flaps 30 used for landing,

Judicious selection of F30 versus clearing of runw
at intersection/additional brake wear/thrust usage
Fuel Burn from 1000 ft to TD:- F40 appx. 65 kg
F30 appx. 50 kg ; FIS appx. 40 kg. A

with Flaps 30 instead of Flaps 40

Depending on the airfield layout / congestion on

judicious

ground
decelera
keeping sal
of brakes

106. Potential
Savings In USD

Estimated savings approximately USD 5 / min,
Assuming 10 minutes of engine out tax in.

parking stand
ssuming 2 minutes APU

108. RVSM

112. PBN

In this airspace, radio navaid coverage is assumed to support RNP: accuracy.
The minimum required equipment to enter BRNAV airspace is

One RNAV system, which means

One FMGC/FMS

One MCDU /CDU

One VOR for Fit navigation update

One DIME for FIA navigation update

One IRS

al procedures requiing PANAY or RNP copabilty, the Hight crew cun assume
radia mavaid coverage supports the ANP 1 accuracy. Others, te procedure may
specify that GPS equipment is required (refer to the published procedure char). The
Minimum equipment require to fy a PANAV or ANP-T procedure is
Tone RNAV system, wich ncludes
One FMGC / FMS
One MCOU / CDU
One GPS receive, or ane VOR and ane OME, for FM navigation update
TwolAS, and
One FD ia NAV mode.

* GPS may be required or ANP- terminal procedure
For terminal procedures with legs below the MSA, or weg tha may not have suliient
radar coverage, two RNAV systems may be mandated by the procedure char

In this Ka of arspace In aera is expected o y for a long penod of time outside radio
avoid coverage.
The minimum required equipment to enter a RNP-t / RNP-10 ainpace is

Two Ing range navigation systems, which means

without GPS the Hight ime outside radio naval coverage is límite According
to FAA Notice 6400.12A this limitation is
62 hours since IRS ground alignment, or
57 hours since last FM radio update
There is no imitation for areat fitted with GPS
For RNP, one GPS are required.
Two IRS
Reler also to Regional Supplementary Procedures of ICAO Doc 7030 for specific
requirements in particular airspoce.

117. ETOPS - SOME TYPICAL SCENARIOS

120. + For SIN-DEL flights - Opt COI to maximize
available. If Yangon not available then:-

1. HKT, CCU/DAC
2

load but to remain non -ETOPS for this route Yangon, Phuket, Kolkatta should be

(Higher ETOPS Minima for HKT, CCU/DAC required)
If CCU is unavailable - then HKT, MAA, JAVLKO/DEL

(Higher ETOPS Minima for HKT, MAA, JAVLKO/DEL required)
If CCU is unavailable - then HKT, CNX/BKK, JAULKO/DEL (Higher E

3 OPS Minima for HKT, CNX/BKK, JAVLKO/DEL required)

If none of the above is possible then CO cannot be used and go for CO2 with advise 10 the flight crew that on CO2 to remain non-ETOPS
dispatch OEI diversion speed is 0.79M/330 KIAS.

121. — VIDP (Singapore - Delhi)
Suitable Airports > VTSP 8: VOMM ic. satisfy ETOPS Minima

VECC satisfy Normal Minima

Not

+ VOMM 60 min circle do not intersect the route,

+ VOMM 120 min circle overlap the route.

. > Intersection of VTSP 60 min circle on the route as shown

+ ETP > Intersection of VTSP and VOMM 120 min circles on the route as shown
+ EOP > Intersection of VECC 60 min circle on the route as shown

Query > Can this WSSS-VIDP flight be dispatched as ETOPS flight with the above conditions?

122. FAJS (Mumbai - Johannesburg)

Suitable Airports > VABB, FSIA & FAJS ie. satisfy ETOPS Minima
Note

There are 2 ETOPS se; c. EEPI-ETP1-EOPI and EEP2-ETP2-EOP2 as show

Query > Are more than one ETOPS segments allowed for a given sector as per regulations?

If Yes, do the pilot has to ensure that weather at enroute alternates satisfy the normal mini e for the above case i.e. just before
EEP!

Ther E E flight. FAR 121.7 defines the ETOPS Entry Point
as "the first point on the route of an S flight. s from an adequate airport for airplanes with two engines”.
Similarly, while the ETOPS Exit Point is not specifically defined in the FARs it is normally taken as the last point on the flight that is more
than 60 minutes from an adequate airport. In this example, VABB defines the EEP by which the enroute weather check must be performed
‘The fact that the flight comes within 60 minutes of FSIA in the middle of the ETOPS sector is irrelevant. There is no specific requirement to
perform a second enroute weather check at what you show as 'EEP2' bec 1 the ETOPS Entry Point in this example.

123. Example
At Dispatch > Sector = EBBR-KEWR (Brussels-Newark)
Suitable Airport > EINN i.e. sa T ima
TOPS minima.
180 cire ir X circle on route as shown above.

Query Can thi ispatched as valid ET >, what will be the lo r 'S Entry/Exit points and
ETP and what will be the decision to divert in case of engine failure in the ETOPS segment.

This scenario is not valid as there is no ETP within the ETOPS sector upon which to base the diversion decision. FAR 1.2 and AC 120-42B
both define the ETP ht where the f e, considering wind, to each of two selected airports is equal
Consequently, a mini ¿TOPS ‘OPS dispatch solution. The above scenario is explained
justas example

124. P, VOMM is reported as closed airport. Assuming the other airports are not
adequate in the . CBI is the only airport, which is available. But VCBI 60 min circle does not intercept the route.

Query >For B737 airplane on this ETOPS flight, can we draw a 120 min circle from VCBI giving coverage for a diversion (as V
suitable meeting normal AOM) and continue the flight to planned destination by switching ON APU at VOMM 60 min originally
planned

The key consideration here is that the EEP and the adequate airport(s) used to define the 60 minute non-ETOPS boundary do not
change once an ETOPS flight is en-route. So, in this scenario, the APU would need to be started before passing the 60 minute point outbound
from VOMM (EEP as shown in illustration) based on VOMM' status as an adequate 60 minute airport. If VOMM were to unexpectedly
or go below operating minimums before the flight passed the EEP, it would still be an adequate 60 minute airport but could no longer be used as
a suitable airport to cover the ETOPS sector. Further, the flight could be continued into ETOPS airspace with the route re-planned using VCBI
instead of VOMM as a suitable airport per FAR 121.631. The operational provisions would be that

(1) VCBI 120 min covers ETOPS area for the route & is at or above normal AOM for the required validity period and,

(2) APU would be started 60 minutes out from VOMM as the last adequate airport on the route prior to entering ETOPS airspace and,

(3) the amended CFP provides critical fuel protection from the new ETP, which would generally be covered up by company advisory over

and above minimum sector fuel

125. SE

N;
un
N
Er

Example
An ETOPS flight is being operated on VOTV-OOMS sector. At the time of dispatch, VOBL and OOMS are selected as adequate and suitable

(ETOPS) alternates. Then VABB is also found to be adequate by flight dispatch and despatcher releases the flight with revised EEP # to reduce
APU running time.

Query ls the above dispatch process of revising EEP valid? Can flight crew change the flight dispatch EEP and EOP status, en-route,
if they find another adequate airport

Establishing revised EEP# as per above example is valid. In fact under another scenario, similarly, EOP also can be revised at time of
despatch.
However, Flight crew can not change status of despatch EEP or EOP, en-route, should they find another adequate airport.

130. TRE

137. JET AIRWAYS

153. Require

Availabl Reported CMV = ;

pode e VIS/ Applicable Reported VIS x Handing

tore Lighting RVR Factor for CMV Factor Cuve
# (m) (m)

(m)

Remarks

155. Minimum Runway Marking / Lighting Requirement for Despatch : Takeoff and Landing

156. VIDP/DEL

2 te en) no

= Been ines) Nernst nom

DELHI, INDIA
INDIRA GANDHI INTL

STRAIGHT

IN RWY

T

D

” VOR x O"

ALS out

THEO aes)
R2000m
C2400m

THEO (AS)
C2400m
C2800m

118074557
C3200m
| C3600m

158. Presentation of DG

venov n [10-320

STRAIGHT-IN RWY =
DARA 507 RI7Sm

CATSAT
SETS

is aa
R550/800m
Ausou|_R1200m
(oc 00/2014.

R16007

24000)

13007525)

R1600m

C2400m

142016457

R1800m

E]

R550/800m
RI2

128015297
R1600m
C2400m _

FT Ta00 647 | 14006457

V3600m

CA (India) Normal Minis

DELHI. INDIA
INDIRA GANDHI INTL

T

877/(100°)
RAS" R300m
10067229

00m
13001525)
R2000m

A _c2800m

DH RA 50” Ri7Sm D
851/(100")
RA92' R300m
951/(200")
R550/800m
R1200m

C3200m

15701798

D

DRA 30 RI7Em

877'(100")

RAIS’ R300m
10067(229")

C2400m

130015237

DARA E

851100"
RA92' R300m
95172007)
R550/800m
R1200m

C3600m

17017957
‚800m

159. KJFK/JFK di NEW YORK, NY
KENNEDY INTL
STRAIGHTAN
TSF 7150
RA 151 RIG

RVR 1800 ft” “vis 1/2 SM
(equal to 550m) qual to 800m)

160. ALS CAT IL/ IN Tailored Charts:

161. KJFK/JFK

— erresen NEW YORK, NY
win ED ILS Rwy 4R
126.72 1077 118.4

nus

m | à ete Aero 14

109.5 | use [1500 rara rn 19
Aro CTT 1e 900 Then climbing RICHT tom To 2000 via
13 100° and V-44 to DPK VOR an hal

| (ed TE Or

Sau
mi

car
RASO:

162. “Takeof Minima / Low Visibility Take-Oft!

LVTO:

163. LVP in force by ATC
Minimum PIC exper

100 hrs on
we
No MEL of Windshield wiper &

and anti-skid, as

Airport RVR / Vis below landing AOM
reported RVR
jence requirements as ve

Part I and

Thrust reve
appropriate
Training & E
per CAR Sec $, Si

No Supervised takeoff

Kat depart impor

RVRIVIS
500m
(Day only)?

Lowest repor
D RVR < 500m
but >400m?

I LvT0

Requirements Requirements Requirements

- Takeoff alternate fll - Takeoff alternate Takeoff alternate
By Di
-RCLM
RL
- TDZ, MID, END RVR *

By Day

RLo
RWY end lights Night

RL or CL

= RWY end lights

- TDZ, MID, END RVR *

RL
RCLM
cL
HIRL

fT Al ff airport

Standard Procedures
(No takeoff alternate
required)

‘or Cat B
Lowest reported
RVR < 300m

For Cat B & C
Lowest
RVR <I

RVR < 200m
but > 150m

RVR < 300m
but > 200m ?

Takeo alternate Takeoff alternate

HIRL
CLispacing 15 m or less)

RL
cL

RWY end lights

TDZ, MID, END RVR"

RWY end lights
TDZ, MID, END RVR"

ithin 1

164. Tot Ta able 10 continvously identify
¿nal control

VNKT/KTM E= Eee
EZ cms KATHMANDU, NEPAL

166. Landing

168. Load and Trim.

ac AG TS Tom MW ZW TO
Type Config Colour (Kg) (Mg) Rating

169. ‘Miscellaneous:

170. Brake Temperature Monitor System (BTMS) indications are also shown. If

brake cooling is determined from the BTMS, use the hottest brake
indication 10 to 15 minutes after the airplane has ¢ mplete stop.
or inflight with ed to determine recommended cooling

edule.

16-7826 Performance Inflight

BOEING Advisory Information

Category ON Brakes 737 Flight Crew Operations Manual

COREA). Category N Carbon Brakes

186. ORDER